Change-speed transmission-gearing.



A. B. LANDIS.

CHANGE SPEED TBANSMISSION GEARING. APPLICATION mw 1AN.15.194|e. nENEwzoJULY 31.1913.

9 SHEETS-SHEET l- Patented Mar. 4. 1919.

WITNESQQQ;

A. B. LANDIS. CHANGE SPEED mmsmssmu GEARING.

PPUCIDNHLD JAN. l5. Ig'- RENCWED IULY 3h Isis: 1,296,534. Patented Mar.4.1919.

9 SHEETS-SHE 2 INVENTOR N BEARING.

[WEB JULY 3i. IQIB.

Patented 4.1919.

9 SHEETS-SMH' 3.

A. B. LANDIS. CHANGE SPED TRANSMISSION BEARING. APPLICATION man mi. 1s.me. univ/:D luLv 3|.,lsla.

Patented Mar. 4,1919.

INVINTOR 9 SHEETS-8Min' 4.

A. B LANDS.

CHAGE'SPEED TRANSMISSION GEARING. Arruuwl msn MII. l5, 191s. nruzwzu wn'3|. Isla.

1 ,296,534. Patented Mar. 4, 1919.

9 SHEETS-SHEET 5.

9 SHEETS-SHEET 6.

lllrf Patented Mar, 4. 1919,

A. B. LANDIS.

n r1 l 1 INVENTOR CHANGE SPEED TRANSMISSION GEARHJG. APPLlcAnou mso:v4.1.5, |916. nfNivlzu JuLv 3|. Isls.

A. B. LANDIS.

CHANGE SPEED TRANSMISSION GEHING. APPLICM'ION FILED IAN. I5. 9?6 RENEWEDJULY 3|. |918.

Patented Mar. 4, 1919.

A. B. LANDIS.

CHANGE SPEED TRANSMISSIUN BEARING. APPucATlon men JAN. t5. Isls. RENEwEuJULY 31.1919.

1,296,534. Patented Mar. 4,1919

9 SHEETS-SHEET 8.

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A. B. LANDIS. CHANGE SPEED TRANSMISSIUN GEARING.

APPUCATIUN FILED IAN. l5. 1916. HENEVIED JULY 31,!918. 1,296,534.Patented Mar. 4.1919.

INVENTOR MAL 9 SHEETS-SHEET 9.

ABRAHAM Il. LAN DIS, 0F EN FIELD, PENNSYLVANIA.

CHANGE-SPEED TRANSMISSION-(HEARING.

Speecation of Letters Patent.

Patented Mar. 4, 1919.

Application led January 15, 1916, Serial No. 72,237. Renewed July 31,1918. Serial No. 247,673.

Enfield, in the county of Montgomery and State of Pennsylvania, haveinvented certain new and useful Improvements in Change- SpeedTransmission Gearing, of which the following is a specification.

My said invention relates to change speed transmission gearing designedespecially for use in motor cars, although it can be equally welladapted for other service wherein change speed gearing is required. Itconsists of an improved construction whereby the change speed iseffected from one speed to another by the movement of a single elementwith ease, and whereby the change of speed is effected without clash orshock and yet positive in its driving action. The invention has for itsobject the same as my pending application No. 42,188, filed July 27,1915, with a different arrangement of gearing by which a simplerconstruction is secured all as will be hereinafter more fully describedand claimed.

Referring to the accompanying drawings on which like referencecharacters indicate like or same parts,

Figure 1 is a top View of the gear casing with the cover removed and thegearing therein shown in horizontal section,

Fig. 2 is a vertical longitudinal section of one end of said gearing,taken 'on line 2 2 of Fig. 1, looking in direction of arrow,

Fig. 3 is a cross section of Fig. 1 on line 3 3 looking in direction ofarrow,

Fig. 4 is a cross section of Fig. 1 on line 4 4 looking in direction ofarrow,

Fig. 5 is alongitudinal vertical section taken on line 5 5 of Fig. 4looking in di-V rection of arrow,

Fig. 6 is a cross section of the gearing housing only, taken on line 6 6of Fig. 1 and on line 6 6 of Fig. 11 looking in direction of arrow,

Fig. 7 is a cross section of the gearing housing taken on line 7 7ofFig. 1 looking in direction of arrow,

Fig. 8 is a top view on enlarged scale showing some of the parts,

Fig. S) is a vertical longitudinal section on same scale taken on line 99 of Fig. 8 looking in direction of arrow,

Fig. 10 is a side view of the gear shown as mounted in a motor car, l

Fig. 11 is a cross section of housing taken inclosing the interiorpartsjjsai'd cover is` secured to casing A by bolts not shown. C i

is a chassis frame of a motor car, D the motor fly wheel, E the motor, Fthe speed changing or operating lever, and G the foot lever for startingthe car, all of which parts require little description except as theyshall be referred to in describing the device.

The gearing or transmission mechanism comprises two shafts 10 and 11.Said shaft 10 is journaled at one point in a bearing 12 which is securedto a cross web 13 of casing A and at the one end journaled in a hub 24of a frictional clutch bell 20. The hub of said clutch bell is journaledin a bearing 21 which is secured to the end of casing A by bolts notshown. The outer end of said hub has secured thereto a flange 22 whichis secured to the Harige of a motor shaft or source of power by anyappropriate means. Secured to said shaft 10 is an inner or drivenportion of a frictional clutch 23-with which the bell 2() is engaged bya plurality of frictional disks as is common in the arrangement of suchfrictional clutch, and as shown, 25 is a pressure ring which engagessaid disks and 26 is another ring which is threaded to said ring 25 andalso to a disk 27 which is secured to a hub 28 slidably mounted on shaft10. The threading of ring 26 to ring 25 is one hand of thread and 26 todisk 27 is the other hand and has for its purpose by turning ring 26 toincrease or decrease the pressure on the disks as required. Disk 27 iselastic to produce a spring pressure on the frictional disks.

Disk 29 is secured with disk 27 to hub 28 as shown and is for thepurpose of engagement of rollers 30, 30 'on a forked lever 31 by whichthe frictional clutch is closed either by foot or automatically by poweras will later be described. Hub 28 has rojecting portions 32, 32, (seeFigs. 1, 4 an 8) adapted to slide into slots 33, 33 in collar 34, saidcollar being secured to shaft 10 by key (not shown) In said slots ofsaid collar 34 are pivoted dogs 35, 35. These dogs are arranged toengage the projecting portions 32, 32 for the purpose of locking thefrictional clutch when engaged through the forked lever 31. 36 is acollar which slides upon collar 34 and by its engagement with the dogs35 on beveled points on their ends the movement of the collar 36rearwardly will depress said dogs and raise the other ends of the samewhich engage the projections 3:2 and the frictional clutch is releasedby a spring 37, forcing the hub 28 with its disks and pressure ring onthe frictional disks rearwardly.

The frictional clutch being closed by the forked lever, either by footpower or automatically as will be described, when hub projections 32pass the ends of dogs a sp1-ine' 38 in a circular recess 39 engagingboth dogs, best shown in Fig. l2, forces them inwardly locking theclutch. The movement of collar 36 to release said dogs is worked by aright angled lever 4() pivoted to a boss on its underside which is partof casing A. Said lever has a detent 42 which engages with notches in acam or controlling bar 43. By the movement of the bar the detent raisingout of said notch will force the level' inward. Said lever has a roller41 on its inner end which engages with a circumferential groove incollar 36, when said lever is moved by the movement of cam bar 43, thecollar 36 is moved rearwardly and the dogs 35 are depressed and thefrictional clutch is released. The lever 40 is held against bar 43 by aspring 44 which is secured to the casing at its lower ends, so that whenthe notch registers with the detent the lever will move forward inposition to freely allow the dogs 3.3 to lock the hub 28 in positionwhen it is put there by the forked lever 3l.

To the collar 34 is secured a disk 45 having an annular flange 4G withtapered sidesl said flange engaging with an annular groove in disk 47,said disk being secured to the bearing 1:2 against rotary movement butfree to slide endwise on same as with a key. This disk therefore is heldfrom rota* tion while disk 45 rotates. A ring 48 with flange fittingaround disk 47 is arranged to bear against the side of disk 45 and isheld normally to disk 47 by three rollersl 49 equally divided around thecircumference, mounted on pins 50 which are secured in disk 47. Theserollers engage with three angular slots 51, see Fig. 8. The purpose ofthis mechanism is to form a brake to cheek or stop the motion of `thedriven mechanism by the frictional clutch after said clutch has beenreleased, by means which I will here describe.

Ring 48 has a lug 52, see Fig. 2. screw is fitted in a perforation insaid lug for the purpose of adjustment of the tension of said brake. Alever 54 mounted ou a pivot 55 which is secured in the side of thecasing A. (not shown) has a roller 57 pivoted in a bifurcated end. Saidroller is arranged to engage with notches 62, 63, and 64 forming cams onthe top of the cam bar 43. A steel leaf 5G forming a stiff spring issecured to the top of said lever 54. The screw 53 engages with thisspring. then the cam bar is moved the roller 57 is raised out of thenotch raising the lever 54 and spring 5G rotates the ring 48 and by theangular slots 51 against roller 49 serves to clamp ring 48 and disk 47against disk 45 which with its taper groove and flange forms anetfectual brake to check or stop the driven elements for the purpose aswill be later described.

A spring 5S engaging a point` 59 on lever 54 and another point on ascrew 60 secured in a lug G1 which is part of the casing A has for itsobject to bring a pressure upon lever 54 forcing roller 57 into thenotches' 62, 63. and (S4 on top of cam bar 43 which serves to insure thecorrect position of .aid bar, where it must stop at each change ofspeed.

A spring (35 (sce Fig. 3) engaged with a pin 6G secured in ring 4S andto another pin 67 secured to disk 47 serves to draw said ring 48 backwhen the roller 57 on lever 54 is dropped into the notches on the cambar 43 releasing the frictional contact.

A pinion 7U is secured to shaft 10 having a clutch face on one side ofsame. A sliding clutch 7l adapted to engage said clutch gear is securedwithin a collar 72, said collar having two lugs 73,y 73 which are boredto fit two truunions 100.y 100 on gear shafts 91, 91 and which hold sameagainst rotation with shaft 10 when not required. rlhis clutchingfeature has for its object only a direct driving from driving to drivenwithout the use of the gear mechanism. The sliding clutch 71 is clutchfaced on both sides and engages hyan opposite movement of collar 7:2with another collar 74 secured against rotation on shaft 10. The purposeof this clutching means is to produce a drivingaction by the driven tothe driver, useful perhaps only on motor cars, when it is desired todrive the motor by the inertia of the car` either for the purpose ofstartin said motor by said inertia or to use the t riving of said motorby said inertia as an additional brake (if necessary) to the car whenthe motor has been shut off from its source or' power. This feature inmodern cars may not be required however where the self starters areemployed and where all brakes otherwise employed are fully etlicient.

The method of operating this clutch de vice is from the cani bar 43through means of a forked lever 75, which has two rollers 7f3 engagingwith a groove in collar 72 and is pivoted on a pin 77 secured todivision 13 in casing A. Said lever is of angular form and has a roller78 aty its end which roller engages the inner side of cam bar 43 andbecomes active when depression 79 in cam bar registers therewith whenspring 80 secured to division 13 presses lever 75 and its roller 78 intothis depression and moves clutch 71 through the lever 75 into engagementwith the clutch gear 70. Clutch gear has mounted theieon a` ring S1which is pivoted to three small rocker arms 82, best shown in Figs. 11,15, and 16. Said rocker arms are pivoted in the clutch gear 70 with oneend, and the other end in ring 81, which is adapted to bear against theface of the collar 72. It will be noted that the friction between saidring and collar will hold said rocker arni to stand at right angle tosaid ring, and as long as the collar 72 with its clutch 74 turns fasterthan 70 this ring S1 will Prevent engagement of these clutches. But assoon as clutch gear which is secured to shaft 10 attains the same speedoislightly in excess, the friction between said ring 81 and collar 72will turn said ring and the three rocker arms 82 will swing back andcause the ring 81 to recede and allow the clutch 71 in collar 72 toengage with the clutch gear 70 through the means of the forked lever andits spring 80. Said clutches will disengage by clutch 74 turning fasterthan 70, due to the ratchet teeth, and spring 83 will hold said ring S1to hold the rockers 82 upright holding the clutches out of engagementuntil the friction against said ring by opposite movement again tiltsthe rockers and allows the clutches to engage, as will be clear.

A housing 90 containing the change speed gearing shown in end view inFig. 7 and in cross section in Fig. 6 and in longitudinal section inFig. 1, is centralli7 bored and has its bearin on'the shafts 10 and 11.Shaft 10 at this point has an integral pinion 95 the journal beingpartly formed with said pinion. This housing is loosely mounted on saidshafts and has two bearings on opposite sides in which are journaled twoplanetary pinion shafts 91, 91 which have bearin in said housing theirentire length including the gear teeth. These pinion shafts havetriinnions 100, 100 on their outer ends and are journaled in the lugs 73of collar 72. A pinion 97, integral with its shaft 91 fits in a recessin the outer face of said housing forming also a bearing on its teeth,best shown in Fig. 7, and engages with the clutch gear 70 which issecured to shaft 10. An internal gear ring 92 over the outside of thehousing 90 is arranged to turn freely upon saine, having its bearing onthe teeth, also engages the planetary pinion 97.

The other end of pinion shafts 91 have pinions 96, 96 integral therewithand enage with an internal gear ring 91 which is fitted and journaled ina flanged. plate 115 which is rigidly secured to shaft 11. Anotherinternal gear ring 93 also is fitted to turn freely on the outside ofthe housing 90. Two studs 150, 150 are Secured in opposite sides of thecenter of the housing at right angles to the pinion shaft 91, upon whichare mounted two planetary gears 151, 151 which engage with an integralpinion 95 on shaft 10 and also engage with the gear ring 93 fitting overthe housing 90. It will be noted that the gearing sets to the two gearrings are of different proportion which gives two different speeds. aseach is brought into service, the operation of which will be describedlater. The arrangement of this gear provides for three speeds, twothrough the gear sets and the third b v direct connection when all gearsare inactive.

Gear rings 92 and 93 'are provided with notches of ratchet forni ontheir circumference as will be seen. These teeth are. engagedalternately and either ring held stationary as required by pawls,preferablir two of them (one on each side) so that side thrust of saineupon the housing is avoided. As will be seen due to the gearing ratio ofgear ring 93 b v holding it, the slowest speed is attained. Freeing thisring and holding ring 92 gives the second speed. freeing both and lockinclutch gear 70 and sliding clutch 71 together, 71Vbeing secured tocollar 72 which with its lugs 73 engages trunnions 100 on the planetarygear shaft. 91 the entii'e housing is revolved giving the third orhighest speed with all gearing inactive.

The pawls engaging with the gear ring 93 are 116 and 122 on oppositesides and are pivoted upon studs 119 and 120 which are secured in lugs gg for stud 119 shown in Fig. 2. The lugs on the opposite side for stud12() are of saine arrangement. These pawls are coupled together b v aconnecting rod 121 so that both pawls siinultaneouslj.` connect anddisconnect with the ratchet teeth of the ring 93. Pawls 116 and 11S haverollers 106 and 108 pivoted thereon. Said rollers engage with cani bar43 which has depressions or notches allowing these pawls to engage anddisengage at predetermined points by said cam bar 43. The gear ring 92is operated oi' held in the saine way by pawls 118 and 123.

- Pawls 11G and 113 are provided with dogs 201, see Fig. 13, pivotedthereto. These dogs are arranged to hold said paivls out of engagementwith the ratchet teeth. of the gear rings bearing on a smooth surface onsaid rings, to prevent rasping of same until the movement of said ringis in the direction so as to couple and hold saine and when this occursthe dog 201 tilts and as the cam bar 43 with its notches now registerswith the pawl roller the spring 125 secured to casing A forces saineinto the ratchet teeth and holds it. This of course controls theopposite pawl 122 connected therewith in the saine manner. One positionin Fig. 13 shows the pawl engaged and another disengaged with theratchet teeth showing the position of said dog 201. Spring 202 serves tohold dog 201 upright when the pawl disengages.

Between the internal gear rings 92 and 93 is formed a collar 140 on thehousing in which are also cut ratchet teeth, but of the opposite hand. Asingle pawl 117 also pivoted upon stud 119 en ages with these teeth atthe predetermined ytime by the cam bar 43 through the roller 107 on saidpawl which is forced into engagement by spring 124 secured to casing A.This awl has for its object the holding of housing 90 stationary whenrequired. The object for this is to )roduce a reverse motion of shaft 11to that of shaft 10 for running a motor car backward, the arrangement ofwhich 1 will now describe.

The flanged plate 115 has a hub thereon and is secured to shaft 11. Uponthe said hub is slidably mounted a spider 114 having a grooved hub whichis engaged by rollers 110, 110 on a forked lever 101. Said lever ispivoted by pin 112 to a lug 113, on casing A. The spider 114 has fittedover its arms a ring 98 and has a shoulder 200 on said arms againstwhich said ring is pressed by springs 111. This ring has a plurality ofpins 19T secured to it. Said pins register with holes in the flangeplate 115 and also with holes 116 in the gear ring 94 Which is fittedwithin said flanged plate. This has for its purpose the locking of said(gear ring to said flange plate which is secure to shaft 11. This gearring is disconnected for all forward speeds and the housing 90 isconnected to the flange plate 115 by means of sprin pressed pins 157which are seated in soc (ets in the housing 90 said sockets registeringwith holes in the flange plate. Fig. 11 shows a longitudinal sectionthrough the housing and through the pins 157 and their sockets. Pins 152in the spider 114 also register with these holes and serve to disconneetthe pins 157 from the plate 115 which releases the housing from saidplate. It will be noted that the pins 152 are of such length that when`the spider 114 is slid on the hufb of the flange plate 115 against theface of the said flange plate 115 they will come flush with the insideof said plate which make an even surface over the holes in said plate sothat the spring pressed pins 157 will freely slide over same withoutcatching. The 0b ject 0f this release is for the purpose of reverse orbackward motion. When this housing is released from said plate the ring94 is connected to said plate. Then by holding said housing 90 againstturning by the pawl 117, through thev medium of the planetary gearshafts 91 the pinion 96 integral therewith turns the flange platethrough the internal gear ring secured thereto in a backward direction,the ratio of this gearing being arranged for proper speed therefor.

The coupling and uncoupling of said gear ring 94 and the housing 90 withthe flange plate 115 is accomplished through the forked lever 101 whichmoves the spider on the hub of the flange plate moving the pins engagingthe gear ring and housing as described.

The outer end of the forked lever 101 has a perforation in which isfitted a spring pressed plunger 102. Said plunger forms a latch whichengages an adjustable catch 105 formed on the screw 104, seated in thecasing A; said spring holding said hitch in engagement. A small pin 103attached to said plunger 102 projects through a slotted perforation insaid lever and is engaged by a small cam plate 142 secured to the camlhar 43. A spring 130 on the lever 101 normally holds the spider 114 andits pins 197 out of engagement with the gear ring 94.

A stop bar 145 is pivoted to the casing A at 148 which las a catch 150on its end and engages with '.iis'l-l and 147 on the cam bar which fornithe normal limit of niovement of said cam bar 48 when running at allspeed in the forward motion as well as for stopped position. A rod 149engages with 'the other end of said stop bar 145 and extends upwardthrough the cover B and through the floor of an automobile, as shown inFig. 10. having a knob on its upper end by which it can be depressed bythe foot of the operator when required. A spring shown on said rodserves to raise said rod when it is released allowing the catch 150 ofthe stop bar to drop by gravity into the path of the pins 146 and 147.Then wanting to run the car backward the rod 149 is depressed by thefoot and the cam bar 43 is further moved by the lever F as it is for allchanges of speed.

For the change to backward movement the stop bar 145 is raised by therod 149 as stated, and the cam har 43 is forced against the lever 101moving it to its limit when the plunger latch 102 is allowed to engagethe catch 105 and hold same in this position where it remains until thecam bar is moved forward, when cam 142 then presses back the plunger 102unlatches saine from the catch 105 and the spring 130 on the lever 101withdraws the sliding spider with the ring 98 with pins 197 fromengagement with the gear ring 94 and allows the lock pins 157 in thehousing by its springs to engage with registering holes in the flangeplate 115 which is then arranged for the forward movement again.

The flat springs 111 are secured to the ring 98 and are under tensionagainst the inner side of the spider. The object of this is so that whenthe spider is moved to engage pins 197 with the gear ring 94, should theholes in said ring not register at the time of the movement of thespider and the locking of the lever 101 bythe catch 105, these springswill yield and as soon as the holes in the gear ring register with saidpins, said springs will immediately engage the pins with said holes. Theflange 20() on the arms of the spider serve to withdraw the ring and itspins from the gear ring positively.

The extreme movement of cam bar 43 when the stop bar 145 is raised islimited by its engagement against the inner end of the case at the rearend and against the pin 19() at the forward end. The stop bar 145 isalso raised when its catch comes in contact with pin 146 and it isdesirable to couple the clutches 71 and 71 to allow the inertia of thecar to turn the motor, either to start the motor, or to use asadditional brake by driving the motor by the car when the power is cutoff from same. moved farther forward by its controlling lever F when theroller 78 on lever 75 is pressed inwardly beyond its normal p0si tion bya rear bevel on depression 79 on the cam bar 43 when said sliding clutch71 in collar 72 is moved to engage the fixed clutch collar 74 on shaft10 as will be readily understood.

The cam ba143 is supported in posit-ion and moves on anti-frictionrollers. Rollers a and b form an undersupport of said bar and take thepressure exerted on top of same by lever 54 with its spring 58. Rollersc and r1 take the side pressure caused by the levers 75 and 10 withtheir springs. Roller e takes the inward side pressure of the pawlrollers 106. 107, and 108 by their actuating springs, making a freemoving bar. Said cambar 13 has rack teeth onthe one end on the top .asshown which is engaged by a segmental gear on a lever 185, see Figs. 4and 5. This lever is secured to a shaft 183 journaled in a bearing 181,secured to the casing A. The other end of said shaft is journaled in abearing on the chassis frame of a motor car. not shown. On said shaft183 is secured the controlling lever F which extends upward to withineasy reach of the operator as shown in Fig. 10 by which said cam bar ismoved from one extreme to the other, the various stop positions beingcontrolled, as before stated, by the roller 57 in the notches on top ofsaid bar by the pressure of the spring 58.

The frictional clutch is automatically engaged by the rotary motion ofthe housing 90 and is actuated by the engagement of the pawl 116 whenthe first or lowest speed is being connected. When the pawl 116 1sallowed to drop into the ratchet teeth of gear ring 93 the opposite pawl122 also engages which engages the gearing for this speed. On this pawlis secured part 161 "which engages with an arm 162 secured to a smallshaft 165 journaled in bearing 167 secured to casing A. To said shaft issecured another arm 168 having a right angled bend. On this right angledbend is pivoted The cam bar is them` a bar 163 having a hook on itslower end. Then said pawl 122 disengages with the gear ring 93 it allowsshaft 167 to turn either by the gravity of bar 163 or some convenientspring of approved form (not shown) and brings the bar 163 down andhooks into notch as' on a lower arm 160. This arm is pivoted at 164 asshown and has a hook on its lower side which engaged with a flange on abar 172 holding same outwardly for the purpose as will presently bedescribed.

"hen the next pawl 123 engages with the gear ring 92 for the next speedits movement will again turn shaft 165 in the opposite direction andraise the hooked bar 163 lifting the arm 160 and disengaging its hookbeneath from the bar 172 held outward. In its movement the upper end ofthe hooked bar 163 comes in contact with a bevel pin P which causes saidbar to unhook from said arm 160 and allows it immediately to drop so asto catch the flange on part 172 when it again returns to its outwardposition, as 1s more clearly shown in Fig. 8.

On the inner face of the housing 90 is secured a cam 171 to produce amovement equal to that required for opening and closing the frictionalclutch. On bar 172 which is pivotally secured to the forked lever 31 tomove both ways by a swivel 175 and a pin 176. On the other end ismounted an antifriction roller 173 which is brought into engagement withsaid cam when required. Then the arm 160 having a hook beneath unlatchesfrom bar 172, the spring 190 which will then. in the position shown bydotted lines in Fig. 8, be bearing upon the cam block 191 which issecured to casing A, which being then under tension, will force this bar182 inwardly and cause the anti-friction roller 173 to come into thepath of and engage with cam 174 which will force the forked lever 31with its anti-friction rollers 30 against flange 29 and therefore thepressure ring 25 against the rictional disks of the clutch, closingsame, when instantly the dogs 35 by their spring 38 will lock saidposition against the projecting arms 32 of collar 28 as beforedescribed.

As soon as cam 174 passes off and the antifriction roller 173, which isthe position shown in full lines in Fig. 8, the spring 193 which issecured to bar 172 being now under tension due to yits passing up on camblock 192 immediately throws same outwardly and the hooked arm 160resting on same latches same ih the position as shown in Fig. 8 andinfull lines of bar 172 in Fig. 3. The dotted line of this part showsits position after the frictional clutch has been released and beenthrown open to the full extent by the spring 37. This fully explains howthe closing of the clutch is automatically accomplished.

When said clutch is allowed to enffage ,with the gear clutch the arm 169willich engages at one end with a pin 171 on the lever and pivots on apin 170 secured to division 13 of casing A by the movement of lever 7 5the other end which has an angular end moves and engages with an arm 166which is similar to arms 167 and moves the same, turning the shaft 165to which itl is secured in the same manner as with extensions from thepawls 122 and 123 operating to automatically closing the frictionalclutch in the same manner.

When starting the car the motor being in motion the foot lever G isused. This lever is shown in Figs. 4, 5, and 10 and is secured to ashaft 181 which is journaled in bearings 182, 182 on the cover B of thecasing A. The outer end of said shaft has an arm 180 secured thereto.The outer end of said arm 180 has an anti-friction roller 188 whichengages with an arm 179 secured to a cross shaft 178 journaled in thecasing A. On this shaft is secured the forked arm or lever 3l which withits anti-friction rollers 30, 3() bears against the flange 29 of thefrictional clutch. By a pressure upon this lever G the clutch is closedwithout much effort since its power upon said clutch increases as itcloses due to the position of the arm 180 withits anti-friction roller188 with the arm 179, causing an increased leverage.

Having now fully described the construction and arrangement of theworking parts of the transmission. I will now describe its operation.The gear as shown in all the different drawings is set for the first orslowest speed (this construction being with three speeds) and thefric-tional clutch locked for operation. However when the car or thedriven element is stopped the frictional clutch is released although thegearing engagement for the slow speed remains the same. Then the car isrunning at this slowest speed and it is wanted stopped, the lever F ismoved forward *moving the cam bar 43 hack to the eXtreme against thestop pin against stop bar 145, the detent 42 on lever 40 is lifted outof the notch of the cam bar unlocking the clutch. In starting the carthe foot lever G is pressed which closes the clutch, but it will notlock until the lever F is drawn back to the position for first speedwhen the dogs 35 will lock the clutch the foot pressure being retaineduntil said lever has been moved. Simply moving the hand lever F to firstposition when the car is stopped, will not start it nor if moved to anyother position will it start, until the car is first started by the footlever frictional clutch control. This manner of starting allows of avery gentle start as any pressure can be given to the clutch desired andwith ease.

lVhen the car is started on the first speed the next speed is attainedby simply moving the lever F to the next position which is readily feltby the position controlling roller in the notches on top of the cam bar.The operation then is as follows: Immediately when the lever F is movedthe cam bar un locks the frictional clutch and by spring 3T is instantlyfully released, the frictional brake described clamps and checks orstops the motion of the driven element and when the cam bar has beenfully moved to the next position and the driven elements checked thenotch controlling the pawl to engage the gear rings on the housing areallowed to engage without clash or shook. The frictional clutch cannever be engaged automatically until said pawls are engaged, thusavoiding` any danger of clash making a smooth change from one speed toanother. Then through the means described the frictional clutch is againengaged automatically all with but a single easy movement of one lever.The same operation again ensues in changing to the next or highestspeed. In this ease however the clutch is automatically engaged throughthe movement of the clutch on shaftl 10 and through levers as described.In returning from the highest speeds to lower speeds the operations arethe same. The gear can be used progressively and selec tively. The leverF can be moved for highest speed in starting the car if conditionwarrant this and is desired, by simply pressing the foot lever G whenthe car will start at that speed and the clutch will automatically lock,or the second speed can be so used. The gear will work equally well atall speeds to all speeds and to a stop, by a simple movement of thelever F to the desired position.

lVlien reversing to run the car backward. the knob on top of the rodcomingr up through the foot board is depressed which will allow thelever F to move farther forward which will change the gearingconnections releasing the pawl to the gear ring on the outside of thehousing, locking the hous ing to the casing and reversing the movementof the driven shaft` the said housing being unlocked from said drivenshaft and the gear ring in the flange plate secured with said drivenshaft being locked to said flange as has heen fully described. In thecase of the backward movement of the car the foot pedal closing thefrictional clutch only can be used. The clutch cannot be locked for thismovement as the running backward is little used and safety is guaranteedby not locking` same. The whole of these operations are fully controlledby the car bar which is operated by lever F and the operation is donewith ease, safety, and desirability.

It will be obvious that this construction could be made with more orless speeds by constructing same with more or less change speed gears tomeet the case. Three speeds howevei with the flexibility of the deviceare suflicient for all practical purposes.

aviiig now described my said invention what I claini is new and desireto secure by Letters Patent is:

l. A change speed gearing comprising a casing, two shafts in alinementwith each other, a frictional clutch, one of said shafts `having adriven clutch member of said friotional clutch secured thereon couplingwith a driving clutch member connected with the source of power, saidshaft having a frictional brake thereon to check or stop its motion whensaid frictional clutch has been released, a rcvoluble housing on saidshaft, change speed gearing mounted on said housing. means to connectsaid housing with the other of said shafts through said change speedgearing, substantially as specified.

2. A change speed gearing comprising a casing, tivo shafts -journaled insaid casing, a, frictional clutch, the driven clutch part secured to oneof said shafts. ithe driving clutch part connected with the source ofpower, means for releasing said clutch, means on said shaft to check orstop its motion when the frictional clutch has been released, arevoluble housing mounted on said shaft, one or more sets of changespeed gears mounted on said housing, means for connecting said twoshafts alternately through said series of change speed gears on saidhousing, means by which through the movement of a single element all ofthe said actions are consecutively accomplished, substantinally asspecified.

3. A change speed gearing comprising a casing, two shafts in alinemeiitjournaled in said casing, a revoluble housing, change speed gearingmounted in said housing, means for positively and alternately couplingthe first driven of said shafts to said lionsing and said speed gearing,and means for coupling and uncoupling said housing with the. othershaft, substantially as set forth.

4. A change speed gearing comprising a casing, two shafts in alinementjournaled in said casing, a revoluble housing loosely mounted on saidshafts, change speed gearing mounted in said housing, an internal gear apart of said change speed gears eiicircling said housing, a means forholding said internal gear with said casing, means for positively andalternately connecting and disconnecting said housing and said changespeed gears with one of said shafts, means for positively connecting anddisconnecting said housing to other of said shafts, substantially asspecilied.

5. A change speed gearing comprising two shafts iii alinement, arevoluble housing loosely mounted on said shafts, change s eed gearingin said housing, a frictional cliitch connecting the first driven 0fsaid shafts with the source of power, means on said shaft to check orstop its motion when the frictional clutch is released, means forcoupling and iineoupling said shaft to said housing, means for couplingand uncoupling said housing with the second driven shaft and means forresettin the frictional clutch, substantially as speci ed.

6. A change speed gearing comprising two shafts in alinement, africtional clutch connecting one of said shafts with tliesouree ofpower, a revoluble housing loosely mounted on said shaft, a change speedgearing mounted in said housing, means on said shaft for checking orstopping its motion and means for coupling said housing positively withsaid shaft, means by which the coupling of said housing through thechange speed gears actuates means which automatically resets saidfrictional clutch, substantially as specified.

7. A change speed gearing comprising two shafts in alinenient, africtional clutch connecting one of said shafts with the source ofpower, a revoluble housing loosely mounted on said shaft, change speedgearing mounted in said housing, means to couple and uncouple saidhousing with said shaft, a sliding cam bar by which said means areactuated, means for securing the correct position of said bar for thedifferent speeds and means for moving said cam bar, substantially asspecified.

S. YA change. speed gearing comprising a casing, two shafts in alinementjournaled therein, a revoluble housing, change speed gears mounted insaid housing, an internal gear ring, a part of said change speed gearencircling said housing, a pawl secured to said easing by which saidgear ring may be held stationar a cam bar, means on said cam bar forcontrolling said pawl, and means for moving said cam bar, substantiallyas set forth.

9. A change speed gearing comprising a casing, two shafts in alinementjournaled therein, a revoluble housing loosely mounted on one of saidshafts, change speed gearing mounted in said housing, means forconnecting and disconnecting said housing with the first driven of saids afts, a flange plate secured to the second driven of said shafts, agear ring in said flange plate, means for coupling and. uncoupling saidgear ring with'said flange plate and means for cou pling and uncouplingsaid housing with said flange plate, substantially as set forth.

10. A change speed gearing comprising a casing. two shafts in alinementjournaled in said casing, a revoluble housing, change speed gearingmounted in said housing, means for connecting and disconnecting saidchange speed gearing with one of said shafts, means for locking saidhousing to said casing holding it stationary, a flanged plate secured tothe last driven shaft, a gear ring on said flange plate, means forcoupling said gear ring with said fiange plate and means for uncouplingsaid housing from said last named shaft, substantially as set forth.

11. A change speed gearing comprising a casing, two shafts in alinementjournaled therein, a frictional coupling connecting the first driven ofsaid shafts to the source of power` a revolnble housing loosely mountedupon the said lirst driven shaft. a change speed gearing mounted in saidhousing, means to couple and nncouple said housing from the said firstdriven shaft, and means to connect and disconnect the shaft with housingthrough said change speed gearing, a cam on said housing carried by saidfirst driven shaft. means through which said cam resets the frictionalclutch, substantially as specified.

1Q. A change speed gearing comprisin a casing, two shafts in alinementjourna ed therein, a frictional clutch connecting the first driven ofsaid shafts with the source of power, a frietional brake onsaid `lastnamed shaft for checking or stopping its motion when said frictionalclutch has been released, change speed gears in said housing, means forcoupling said shafts through the change speed gears on said housing, acam secured to said housing and means through which said camautomatically resets said frietional clutch after any of the changespeed connections have been made, substantially as specified.

13. A change speed gearing comprising a casing, a frictional clutch, twoshafts, the driven of said shafts connected with the source of power bysaid frictional clutch, a frctional brake on said shaft, a revolublehousing loosel v mounted on said shaft, change speed gears mounted onsaid housing, means for engaging the driving action through the changespeed gears with said second driven shaft. a cam on said housing forclosing theI said frictional clutch, means by which through one movementof a single element said frictional clutch is released, said frictionalbrake is applied` said shaft motion is checked or stopped, one of saidchange speed gears is disengaged and another set engaged. means b vwhich said engagement actuates, means by which the friction clutch isreset, substantiallyv as specified.

1l. A change speed gearing comprising a casing, two shafts in alinementjournaled therein, a frictional clutch coupling the first driven saidshafts to the source of power, means on said first driven shaft to checkor stop the motion thereof automatically when the `said frictionalclutch has been released, a revoluble housing loosely mounted on saidshaft, change speed gearing mounted in said housing, means for engagingany of the change speed gearing with said first driven shaft, means bywhich any of the change speed gearing by their engagement with the saidshaft brings means into action which automatically closes or sets thesaid frictional clutch, substantially as set forth.

15. A change speed gearing comprising a revoluble housing mounted upon ashaft, change speed gears contained 1n said housing, a frictional clutchcoupling said shaft to the source of power, means for releasing saidfrictional clutch, means therewith for checking or stopping the motionof said shaft, means for engaging for power transmission any of thechange speed gears, while said shaft is checked or stopped and means forautomatically closing or setting said frictional clutch, substantiallyas specified.

16. A change speedgearing comprising a shaft, a reyoluble housingmounted upon said shaft, change speed elements contained in saidhousing, a clutch connecting the said shaft with the source of power, abar having a series of cams thereon, means for releasing said clutch bythe movement of said cam bar, means for checking or stopping the motionof said shaft by the movement of said cam bar, means for disengagingfrom driving action one of said change speed elements in said housing,means for engaging another of said change speed elements by said cam barwhile the speed of said shaft is checked or stopped and means forresettin the said clutch by rotary motion of the driven parts,substantially as set forth.

17. A change speed gearing comprising a casing. a shaft. journaled insaid casing, a revoluble housing loosely mounted on said shaft, changespeed elements on said housing, a frictional clutch coupling said shaftto the source of power, a gear ring on the periphery of said housing,said gear ring being part of said speed change elements, means forholding said gear ring to said casing for producing motion through thechange s )eed element. a cam har, means for controlling the said meansfor holdingr the gear ring by the movement of said cam har, means forreleasing the frictional clutch, means for checking or stopping themotion of said shaft by 'a brake mechanism, all of said means actuatedby a single movement of said cam bar and means for resetting the clutch,substantially as set forth.

18. A change, speed gearing comprising a revoluble housing mounted upona shaft, change speed elements mounted in said housing, a frictionalclutch connecting said shaft with source of power. a cam bar. means bywhich a single movement of said cam bar releases said clutch. checks themotion of said shaft` through a brake mechanism. disengages and engagesone of the change speed elements. means by whichV said fric-tionalclutch is automatically closed or reset by the power from the drivenelements through the engagement of said change speed elements, and meansby which said bar is moved, substantially as specified.

19. change speed gearing comprising a casing. a shaft liournalcd in saidcasing. a revoluble housing loosely mounted upon said shaft. changespeed elements on said housing. a frictional clutch coupling said shaftto the source of power. a gear ring on the periphery of said housing.said gear ring being part of said speed change elements, means forholding said gear ring to said casing for producing the motion throughthe change speed element. a caln har. means by which the movement ofsaid cam bar releases the said frictional clutch. checks or stops themotion of said shaft through a brake mechanism and means which reset thesaid clutch. substantially as specified.

2t). A change speed gearing comprising a casing. two shafts in alincmeutjournaled in said casing. a housing loosely mounted on said shafts.change speed elements mounted in said housing. a frictional clutchcoupling one. of said shafts to the source of power, means for holdingsaid housing stationary with the casing. an internal gear ring mountedloosely on a flange plate secured to the other of said two shafts. meansfor temporarily securing said gear to said plate. and means fordisconnecting said housing from said last named shaft whereby the motionof said last inlined shaft is reversed. substantially as specified.

Q1. A change speed gearingcomprising a shaft, a revoluble housingmounted upon said shaft` speed elements mounted-in said housing. africtional clutch coupling said shaft to the source of power, meansconsisting of a sliding clutch on said shaft by which said housing iscoupled direct therewith. means by which the change speed elements areput out of action. means by which 'the opposite movement said slidingclutch is made to engage another fixed clutch upon said shaftfcausingthe driven element to become the driver of the driving element. as whenwanting to turn the motor by the inertia of the driven element,substantially as specified.

22. A change speed gearing comprising a revoluble housing mounted upon ashaft. change speed elements contained in said housing. a frictionalclutch coupling said shaft to its source of power, a. bar having aseries of cams thereon, means for releasing said frictional clutch bythe movement ot said bal'. means for changing from one change speed toanother by the movement of said bar. means for resetting said clutch bythe rotary motion of the driven element. controlled by means of saidbar, a stop bar arranged to be depressed with the foot, means to allowsaid cam bar to be moved to a further position b v depressing said stopbar to effect a reverse motion of the last driven shaft of the gearing,substantially as set forth.

23. A change speed gearing comprising a casing, a rcvoluble housingmounted upon a shaft jourualcd in said casing, speed change elementsmounted in said housing, a frictional clutch coupling said shaft withthe source of power. a lever secured to a shaft journaled in saidcasing. means by which said clutch can be closed by the movement of saidlever by foot pressure. means by which the same can be automaticallyclosed by the rotary motion of the driven elements through means of acam secured to said lever which engages the frictional clutch. a cambar. means upon which said bar acts by which the said friction clutch isdisengaged. the motion of said shaft is checked or stopped through abrake mechanism, the driving action changed from one speed element toanother and automatically reengages said frictional clutch by the powerin the elements, substantially as specified.

24. A change speed gearing comprising a housing mounted upon a shaftjournaled in a casing, speed change elements mounted in said housing. africtional clutch coupling said shaft with the source of power, a cambar` means secured to said shaft comprising a collar having locking dogsto hold said frictional clutch in engagement, means by which said dogsare moved to unlock said clutch by. through the movement of said cambar` means .by which the movement of said cam bar releases said clutch.means by which through a single movement of said cam bar operates meansto check or stop said shaft by a brake mechanism after the release ofsaid clutch, means for changing the driving action from one of the speedchange elementsi to another and means to automatically reengage saidfrictional clutch, substantially as specified.

Q5. A change speed gearing comprising a casing. two shafts journaled insaid casing` a revoluble housing loosely mounted on said shafts, speedchange elements mounted in said housinga frietional clutch engaging oneof said shafts with the source of power, means for coupling anduncoupling said speed change elements with said shafts, means forcoupling said housing to the other of said shafts, a lever pivoted tothe easing,

a cam hat', means h v which said cam har opertes said lever. to actnatemeans to couple said last inlined shaft to the speed change element h vwhich said shaft is reversed. suhstantially as specified.

2U. A change speed gearing comprising a casing. two shafts in alinementionrnaled in said casing` the first driven of said shafts coupled to thesource of power by a frictional clutch. a housing on said shafts. speedchange elements in said housing, a cam har, a single movement of saidcam har releases the frictional clutch. changes from one speed elementto :mother for various speeds. actuates means which prevents clash orshock in the change ot' speeds and automatically resets the frictionalclutch, substantially as specified.

2T. A change speed gearing comprising a first driven element. africtional clutch connecting said element to the source of power, changespeed elements mounted on said first driven element, a second changespeed driven element connecting with said first driven element throughthe change speed elements. means h'v which through the movement of asingle element diti'erent means are made etl'ective to consecutivel)-release said frictional clutch, check or stop said first driven elementh v a brake mechanism. change engagement from one said speed element t0another and automatically rengage or reset said frictional clutch.substantially as specified.

2H. A change speed gearing comprising a first driven element. africtionai clutch connecting said element to the source of power, changespeed elements carried on said first. driven elen1ent.a second drivenelement Connecting with .said first driven element through the saidchange speed elements, means h v which through one movement of a singleelement ditl'erent means are made ef"- fective to consecutivefv releasesaid frivtional clutchl check or .stop the motion of said first drivenelement lo a liralte mechanism. and change engagement from one speedelement to anothc' and reengages the t'rictional clutch. snhstantiall)vas set t'orth.

29. change speed gearing comprising a first driven element. a frictionalclutch connecting said elelnent to the source ot' power, change speedelements carried on said first driven element. a second driven clementconnectingr with said first driven element through the said change speedelements, means hv which through a single movement of an elementdifferent means are made effective to consecutivel \l release saidfrictional clutch. check or stop the motion of said first driven elementh v a hrake mechanism. and change engagement t'roni one. speed elementto another. substantially as specified.

In testimony whereof l have afiixed my signature in the presence of twowitnesses.

ABRAHAM I. LAXDIH. Witnesses:

C. A. Hl'xsnrzntnan, J. llrzlnmn Lowsi-zs.

Copies of this patent may be obtained for ve cents each, by addressingthe Gommissioner o! Patents, Washington, D. C.

